| Author | Message | ||
     Ericz |
If you have not looked yet, please check out my website, www.streetfighterperformance.com. I will be posting pics of the cylinder heads, engine case assembly, AEM X-wifi install, Showyomoto headlight piece, chain-drive setup, MAP sensor install and programming, and the CPS with the wastegate actuator mod soon. I am trying to include as much info and history as I can. I would appreciate any recommendations regarding the webpage layout and organization. I just changed the min-width to 850px, and I like the look, but I want the page and images to hold the format, no matter how narrow the viewers screen is. If you look at, lets say, the turbo page, it holds its width, but the text and images change as I squeeze the browser width. I want everything to stay put and be visible after scrolling side to side. Let me know what you think! | ||
| Buford |
Just wondering if a kit might evolve from this effort??? | ||
| Ericz |
No, sorry. It was a thought at one time, but it's not something I'm going to pursue. But you should try to build your own and I'd be glad to provide advice! | ||
| Kdogshirow |
Just curious Ericz , why do you like the under the motor turbo location , over the side of motor location ? The under the motor mount looks very tidy and neat , the only thing I wonder about is dirty road debris gumming up your filter . I like the side mount location because its kind of shocking for people to see that cool turbo hanging out there ! By the way , your site keeps getting better and better , the good pictures and links will prove valuable for those wishing to do the same to their bikes .  | ||
| Kdogshirow |
Hmm , now i am confused , the picture for the under engine mount I cant seem to find anymore ....... is the turbo now on the side or under ? Maybe I am mistaken....  | ||
| Ericz |
Mounting the turbo under the motor contributes to a smoother (less vibration) running bike. With the weight of the turbo hanging off one side, there was just a bit more engine vibration that was transmitted through the tie bars to the frame. It also allows for an external wastegate to be stuffed down there without involving a lot of extra exhaust plumbing. To fit an external gate on the left mount would have been an eye sore and a bunch more weight. Without any kind of guard, the filter does pick up grime off of the front tire, but I will be molding a guard that shields it from the dirt off the road and from the heat off of the exhaust mid-pipe. It will duct air through the oval inlet on the chin spoiler. | ||
| Rkrionlineno |
What an awesome bike.....I'm jealous :-) You seem to have a very good knowledge on these machines so I dear to ask you for help. I (usually) ride a 2004 XB12s. I had to hand over my bike to the local Harley dealer last April. There was a strange sound coming from inside the engine. After a while they found out that I needed to replace the cylinders, pistons and the oil pump. The main reason was that the flywheel was someway out of legal measures and was replaced as well. When I finally got it back after waiting 4 months it still wouldn't drive well. It performed OK up to 120-140 km/h and 5th gear, but then it starts to fail. It won't increase speed. I returned the bike to the workshop and they found that the fuel pump didn't give full pressure at high rpm's so that needed to be replaced as well :-( Finally, after the whole season was about to end here in Norway I got it back again and took it for a ride just to get disappointed one more time. This time I made it reach 150 -160 km/h and then it failed again. The strange thing is that the bike preform very well in Dyno tests and runs perfect up to apr 150 km/h. I know that this is a rather weak description but do you have any tip for me? I would be highly appreciated. I refuse to have one more season without my bike. | ||
| Ericz |
It is hard to say what is causing your issue, but things that come to mind are fuel filter clog or electrical system short or fault. Does it perform well to redline in every gear but 5th? It would be interesting if it did. When it has been on the dyno, was the A/F ratio checked and/or logged at high rpm? (Message edited by EricZ on February 21, 2012) | ||
| Blownharley |
Eric, I liked your site better when it had more facts about the bike. Why did you take that away? | ||
| Ericz |
Hmmm, I thought I have been adding more, not taking away. What went away? | ||
| Uawjesse |
I have been a fan of your work with turbo systems and your bike for some time. How about a gallery section on your website with multiple full shots and different angles of you bike. If you have the pics, it would be awesome to see the progression from stock to the current configuration. Keep up the good work! | ||
| Ericz |
Thanks!! I just posted some pics over the years in the History page. Here is the link: http://streetfighterperformance.com/xb12-turbo/his tory | ||
| Blownharley |
Eric, I tried it at home and there the tabs work but not at the computer at work. Well I guess that is a sign that I should work instead..... | ||
| Ericz |
Interesting. What browser are you using at work? Are those computers restricted at all? I'm not sure why they wouldn't work for you at work. | ||
| Buford |
Eric: you thoughts on the Aerochargers? | ||
| Ericz |
I don't have any personal experience with Aerochargers, but I think their design is really unique! I have talked with several Aerocharged ZRX owners who have run them for many years both on the street and strip. They like them but they were quick to tell me that, in addition to their high initial cost, it is really expensive when they need to be serviced/rebuilt or when internal parts break. A couple guys had some bad luck with turbine vane reliability too. Overall, I think they are pretty good. The reason I chose a Garrett is that there is much more research, development, and product support for Garrett products, and there are many more options for compressor and turbine sizes. | ||
| Mr_keys |
Eric; God bless you! A like Buells; a like turbos; Buells-turbocharged....yamyyyyyyyyy! I'll follow you website from now, dream about my on XBt road at Rio de Janeiro mountains... God bless you man...  Ed | ||
| Mr_keys |
1993! VW Rabitt; 1.9t, 440hp! Ed  | ||
| Mr_keys |
Eric; could you please show us how you install the boost meter in the bars? I wanna put a batt level on my Xb9. Thanks, Ed. | ||
| Firemanjim |
Buford, I had a couple of Aerochargers on my Bonneville S-2 and liked them. Pluses are you need no oil system as they use a closed system, and no wastegate as the variable vanes keep boost levels stable, as well as building boost early.Minuses are the complexity and cost. Good source of info and parts/repairs is the Turbo Doc in Ogden Utah. And on a Buell you would need a ball bearing turbo as our motors do not have sufficient oil pressure for the plain bearing style,add that cost with cost of good wastegate and the Aerocharger starts looking better. | ||
| Ericz |
Jim, Would you post a link to some info about oil pressure requirements for journal bearing turbos? My understanding and experience is that, while the ~7psi base oil pressure and ~14psi max is on the low side, it is still sufficient for a journal bearing turbo. | ||
| Deanh8 |
I just melted a piston in my 12:1 1203cc XB engine, thinking about going with a 9:1 Squared XB9 engine. 3.8 Stroke and 3.8 bore. What do you recommend for turbo sizing? What is the part number? I need to get the turbo in here so I can have all the brackets and pipes made up before I tear my bike apart. I want a reliable 120-130whp. This possible on stock internals? Anything else I should do while its apart? Head work needed for that amount of power? I figure XB9 engine with 1170 Rev Perf kit and low 9:1 compression should be a cool build. (Message edited by deanh8 on March 12, 2012) | ||
| Firemanjim |
Eric, no link ,just info from my Aussie team mate that builds all our turbo bikes. I trust his expertise completely. | ||
| Ericz |
Dean- 120-130hp is possible with stock internals, especially if you are upgrading pistons. The stock rings are about the only thing, aside from gaskets, that won't handle forced induction at that level. A square XB9 engine would be 3.125" Bore/Stroke. A square XB12 would be 3.812" Bore/Stroke. I decided against building a big bore turbo motor just because the case material around the cylinder studs gets extremely thin and the studs can pull out of the cases under higher cylinder pressures. It's a risk that would ruin cases and possibly more if something like that happened. A big bore short stroke turbo motor would be neat though! As far as turbo sizing, decide on your final engine displacement and rpm range, and I can point you in the right direction. The turbo I chose is on the big end for lower 100hp levels, but is perfect for ~180-240hp levels. As far as head work, stock heads can support 120hp with a turbo, but slight porting will always help to build the same power at lower boost levels. Jim, thanks! I found a Garrett recommended oil pressure chart, and they show 0.8 Bar (11psi) at 1500rpm and 4.8 Bar (70psi) maximum for small frame journal bearing turbos. | ||
| Deanh8 |
Im having hell of a time finding anything smaller then the gt22 with ball bearings (Message edited by Deanh8 on March 13, 2012) |
